Electric railway.



Elm 754,565. I PATENTED MAR. 15, 1904. R. A. E. HUBER & H. H. C.BEHN-ESGHENBURG.

ELECTRIC RAILWAY.

APPLICATION FILED 1120.23, 1901.

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No. 754,565. I PATENTED MAR. 15, 1904. B. A. E. HUBER & H. H. G.BBHN-ESGHENBURG. ELECTRIC RAILWAY.

- APPLICATION FILED DEG. 23, 1901.

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f i I A A A r A l A I I 1 I fiwmiard M m UNITED STATES Patented March15, 1904.

PATENT OFFICE.

RUDOLF ALFRED EMIL HUBER AND HANS HUGO CARL BEHN-ESCH- ENBURG, OFZURICH, SWITZERLAND, ASSIGNORS TO THE FIRM OF MASCHINENFABRIK-OERLIKON,OF OERLIKON, NEAR ZURICH,

SWITZERLAND.

ELECTRIC RAILWAY.

SPECIFICATION forming part of Letters Patent No. 754,565, dated March15, 1904.

Application filed December 23, 1901. Serial No. 86,986. (No model.)

To all, whom it may concern.-

Be it known that we, RUDoLE ALFRED EMIL HUBER, a citizen of the Republicof Switzerland, and HANS HUGO CARL BEHN-ESCHEN- BURG, a citizen ofPrussia, Empire of Germany, both residing at Zurich, Switzerland, haveinvented new and useful Improvements in Electric Railways, of which thefollowing is a specification.

This invention relates to electric-railway systems designed principallyfor long-distance lines and interurban service, and has for its objectthe combination,with alternate-current line-sections having differentvoltages, of a car, an alternate-current motor thereon, acontinuous-current generator coupled thereto, motors operated by thecontinuous current, and transformers to transform the voltages of thesections of line to the voltage of the alternate-current motor.

Referring to the drawings, in which like parts are similarly designated,Figure 1 is a diagrammatic view illustrating a locomotive and twomotor-cars coupled thereto, with their electrical connections. Fig. 2 isa diagrammatic view showing two line-wires carrying current of differentpotential and two current-collectors and a step-down transformer throughwhich the potential of one current is lowered before operating themotor. Fig. 3 is a similar view of a modification. Fig. 4 is an end viewof a locomotive, showing the arrangement of current-collectors withrelation to the line-wires.

Referring to Fig. 1, G1 indicates a continuous-current generator coupledat L to and driven by an alternate-current motor W.

G is a smaller generator to furnish the exciting-current for thegenerator G1 and, if

required, for the motors M1 on the vehicle X, carrying the saidmachines, and the motors M2 M3 on the trailers Y Z.

R2 is a resistance-switch in the circuit E for varying the voltage ofgenerator G1 for the purpose of varying torque and speed of the motorsM1'M2 M3;

R1 is a resistance-switch to vary the field excitation of the motors M1M2 M3.

U is a reversing-switch to change the di rection of travel; F, a switchto either connect up the motors M1 M2 M3 as series motors to theterminals B1 B2 of generator (in or as separately-excited motors to theterminals B1132, with their armatures, and to the terminals 13.; B4,with their exciting-coils.

J1 J2 are switches to cut out or in motors or groups of motors M1 M2 M3,and a are safety cut-outs individual to each motor, the fields s ofwhich are connected by 4 and 5 to the mains E and A2, supplied by thegenerator (f, while the armatures are supplied by current from the mainA1, lead 6, brushes 6 and b, and return connection 4. I

K1 K2 are the two terminals of the winding of the alternate-currentmotor.

The current in the line will generally be a single-phase alternatingcurrent and will be supplied by a single wire L1, suspended frominsulators, and the rails H used as a returncircuit.

The voltage of the line will in most cases be higher than applicabledirectly to the alternate-current motor IV on the locomotive. To reducethis high voltage, the locomotive carries a step-down transformer T1,Figs. 2 and 3, the high pressure coil P of which is con' nected to thecurrentcollector C, tapping current from the line, while the low-tensioncoil S is connected to the winding of ,the motor W.

Current of different voltage may be supplied to different portions ofthe line from the same source of current. One section may be directlyconnected to this source of current, as L2 in Fig. 3, and the other, L1,to a stationary transformer T.-, which may transform the tension of thecurrent of L2 up or down, as desired.

The low-voltage current is preferably used at large railway-stations,while at smaller stations and in the open country the high voltage issupplied. For the purpose of operating the motorgenerator WV with thedifferent voltages a static transformer T1, Figs. 2 and 3, is placed onthe locomotive, the ratio of which is similar to that of the stationarytransformer'ls. tage at the motor remains practically the same whetherthe train is traveling along high or low voltage contact-wires. Thetransformer T1 may with out the invention being essentially altered beprovided with a number of terminals or taps, so that it becomes withinmore or less wide limits a transformer with variable ratio, which may beused in known ways. The locomotive is equipped with differentcurrent-collectors (trolleys, arches) or groups of ciu'rent-collectors,which correspond to the contact-wires under the different voltages andwhich are so arranged that the one currentcollector or group ofcollectors touch only the contactwire under the high voltage, While theother current-collector or group of collectors touch only thecontact-wire under low voltage. According to this the firstcurrent-collector is connected to a high-voltage terminal of the statictransformer on the locomotive, while the second c'Ln'rent-collector isconnected to a low-voltage terminal of the static transformer on thelocomotive or directly with one terminal of the alternate-current motor.

In the diagram Fig. 2 the lines L1 L2 represent the contactwires Li theone with the high voltage and L2 the one with the low voltage. The wireL1 may, for instance, be suspended laterally, Fig. 4, of the trainonpoles and maybe touched by a contact-making rod C1, pivoting on anaxis suitably placed on the locomotive. The wire L2 may, for instance,be suspended on span wires and may be touched by an arch Oz. 01 isconnected with terminal K. of the high-voltage coil P of the transformerT1. C2 is connected to the terminal Ka of the alternate-current motor IVand the terminal K; of the low\''oltage coil S of the transformer T1.'Ihereby the ratio of transformation of the transformer corresponds tothe two voltages of the contactwires L1 and If there are verycomplicated or otherwisedifficult crossings and sidings on thehighvoltage section of the line, short sections may be established therewith a low-voltage local supply, while the high-voltage contact-wire maybe interrupted. On such sections with a local supply of low pressure thecontact-wire will be arranged similar or equal to the contact-wires inlarge stations which have a lowvoltage supply. Such sections beinggenerally short enough to be passed by trains at the expense of a partof the energy stored in their moving masses, this local pressure-supplywill be obtained by means of static transformers having an output notmuch superior to that consumed by the motor-generator on the locomotivewhen running idle.

Fig. i is to give an idea of how two lines of different voltages may bearranged on certain places along the same track. To insure an In thisway the terminal vol uninterrupted supply of current to the locomotivefor a certain length of track, both lines L1 and Li must be establishedand both current-collectors C1 and C2 must make contact. To preventtrouble from both C1 and C2 making contact at the same time and feedingto the motor IV for a long time, switches A and K3 are provided, Fig. 3.

Referring again to Fig. 3, it will be seen that the switch A may be soarranged as to make the one currentcollector C2 useful for leadingcurrent to the motor IV directly or through the transformer T1. In thisway Or; is a re serve for C1.

Having thus described our invention, what we claim as new therein, anddesire to secure by Letters Patent, is

1. In an electric-railway system, the combination with alternate-currentline-sections having different voltages; of a car, an alternate-currentmotor thereon, a contirmous-current generator coupled thereto, motorsoperated. by the continuous current generated and transformers to bringthe voltages of the sections of line to the voltage required byalternate-current motor, all on said car, substantially as described.

2. In an electric-railway system, the combination with sections of lineof alternating current, the one carrying a high voltage and the other alow voltage; of a car, an alternating-current motor wound for the lowvoltage, a direct-current generator driven by said motor, motorsoperated by the direct current generated, a static transformer wound forthe two different voltages, means to supply the low voltage directly tothe alternatecurrent motor and means to collect current from thehigh-voltage sections and supply to the hightension winding of saidstatic transformer, substantially as described.

3. In an electric-railway system, the combination with alternate-currentline-sections having different voltages, of a car, an alternatecurrcntmotor thereon, a continuouscurrent generator driven by said motor,motors operated by the continuous current generated, means to vary theexcitation and means to vary the current supplied to the armatures ofthe contiimous-current motors, means to collect the low voltage from thelow-voltage sections and supply it directly to the alternatecurrentmotor, means to collect the highvoltage current, and a step-downtransfori'ner to reduce the high voltage to that required beforesupplying to the alternate-currer1t motor.

In testimony whereof we have signed our names to this specification inthe presence of two subscribing witnesses.

ltUDO Ll Ahl lllll) lDllli lllllilllt. HANS HUGO CARLllllllN-llSClllhllUltG.

\Vitnesses:

E. CANNES, A. LIEB'ERKNECH'I.

